Automatic tight-lock coupler



l0, 1.940. H. E. VAN DoRN AUTOMATIC TIGHT-LOCK coUPLER vFiled Deb. 21,` 193s -fs sheets-sheet s Sept. l0, 1940. HjEQvAN DORN 2,214,036

AUTOMATIC TIGHT-Locri coUPLEn I v `Filed Dc; 21,- 1938 Y 5 sheets-sheet 4 liga' *a @mf H. E.' "VAN Do'RYN AUTOMATIC TIGHT-LOCK COUPLER Sept. l0, 1940.

Filed nec. 21, 1938 Y 5 sheets-sheer 5 l?? aff bW W- QN I.- f Mh @N W Kw Q5.. .Ww bwa mb QN m% @b Q15 Patented Sept. 10, 1940 UNITED STATES PATENT l oFFlcE Herbert E. Van Dorn, Chicago, Ill., assignor to The Dornvan Corporation, a. corporation of Illinois Application December 21, 1938, Serial No. 246,971

7 Claims.

. ject of the present invention is to permit easy automatic coupling and uncoupling, while at the same time two couplers may be drawn so tightly together, upon the completion of a coupling, that the couplers form, in effect, a single rigid unit.

Couplers of this type, as constructed for many years, made it necessary that there be a definite looseness in the connection between two couplers, in order to permit coupling and uncoupling. In my prior application, Serial No. 239,028, filed November 5, 1938, I have provided 'means to shift the coupling links or hooks bodily in the lengthwise direction in order to create a looseness at the time of coupling or uncoupling and to take up the slack after a` coupling has been effected; thereby to provide the slack or looseness at times when it is needed, and eliminating it While cars are coupled together. The present invention is based on the same general principles as that of my aforesaid application and may therefore be said to constitute a modifica-tion of or improvement on the construction there illustrated,

The various features of novelty whereby my invention is characterized will hereinafter be pointed out with particularity in the claims; but, for a full understanding of lmy invention and of its objects and advantages, reference may be had to the following detailed description taken in connection with the accompanying drawings, wherein:

Figure 1 is a top plan View of a coupler embodying the present invention, including the coupler head and drawbar, together with the anchor for connecting the rear end of the same to the car frame, some of the piping being illustrated; Fig. 2 is a side view of the structure shown in Fig. 1; Fig. 3 is a plan View, on a somewhat larger scale than Fig. 1, showing only a fragment of the draft gear; Fig. 4 is a View, `mainly in side elevation, and partly in section, of that portion of the draft gear shown in` Fig. 3; Fig. 5 is a horizontal section taken approximately on line 5 5 of Fig. 4, the scale being somewhat larger than that of Figs. 3 and 4; Fig. 6 is a horizontal section through the coupler head on about the same scale as Figs. 3 and 4; Fig. '7 is a central, vertical longitudinal section through the coupler head; Fig. 8 is a side view of that portion of the draft gear shown in Fig. 3, looking at the side which is toward the top of the sheet in Fig. 3, but on a larger scale; Fig. 9 is a section taken on line 9-9 of Fig.

.8; Fig. 10 is a section on line III-I0 of Fig. 8; and Fig. 11 is a more or less diagrammatic view, showing a fragment of the coupler and the pneumatic control system for the coupler, the main air valves, and the usual electric switch.

In the drawings I represents a hollow coupler head o-n the front end of a hollow shank or drawbar 2. Within the head is a link 3 having a hookshaped outer end 4 projecting beyond the front end of the coupler. Instead of securing the link to the coupler head by a stationary pin, I mount it so that its hinge axis may be shifted, as in my aforesaid application, but in a somewhat different manner. In the present arrangement there extends through the inner end of the link the usual vertical hinge pin 5. The ends of the hinge pin extend through bearings mounted in the upper and lower walls of the head so as to be adjustable longitudinally of the head and thus make it possible to shift the link somewhat in the longitudinal direction. In the arrangement shown, these bearings are in the form of thick discs E rotatable in the coupler head walls; the axis of the hinge pin and of the discs being spaced apart from each other so that the discs constitute eccentrics surrounding the hinge pin. Obviously, as the eccentrics are turned, the axis of the hinge pin must shift, because the axis of rotation of the eccentrics is fixed relatively to the coupler head.

The two eccentrics are connected by a yoke I so that they are compelled to turn in unison with each other.

As in my aforesaid applicatiommeans are provided yieldingly to press the hooked end of the 4link far enough past the longitudinal center of the head to permit it to interlock successfully with a similar member on a companion coupler. In the arrangement shown, this means comprises a compression spring 8 on the rear side of the link; this spring fitting at one end into a cup or cap 9 which bears -against the rear edge or side of the link and is provided with a longitudinally extending arm ID which is hinged to the coupler head as indicated at II.

There is also provided the usual unlocking block or cam I2 mounted on a vertical pin I3 arranged at about the longitudinal center of the head and provided with an arm I4 extending therefrom across the top of the link, radially of the pin I3.

With the parts in the positions shown in Fig. 6, two couplers may be brought together and automatically interlocked. The links may be spreadr apart from each other, later, to effect an uncoupling, by turning the block or cam I2 in the clockwise direction, in the manner usual in this type of coupler. If the yoke l is turned in the counter-clockwise direction, as viewed in Fig. 6, after the hooks on two coupler links have become engaged with each other, it causes its link to be drawn back into the coupler head and thus take up some of the slack in the connection. If the same thing is done on the companion coupler, the two coupler will be drawn tightly against each other, to form, in effect, a single rigid unit.

Jhen it is desired to unccuple, after the so-called tight-lock has been maintained for the desired length of time, the yokes l' on the meeting couplers need simply be turned in the clockwise direction and then, upon swinging the unlocking blocks or cams in the counter-clockvse direction,

ie links are nrst released from. the pressure thereon and are then spread apart so that the couplers may pull apart from each other. The yoke l and the unlocking block or cam are actuated by .means of rods i5 and i8, respectively, extending rearwardly from the coupler head, the one within and the other above the coupler shank or drawbar.

rIhe rear end of the rod l5 is connected to one end of a horizontal lever il which extends transversely through the drawbar and is mounted to swing about a vertical pin it lying outside of and beside the shank or drawbar proper. On the opposite side of the drawbar from the pin I8 is a latch i9 normally held in a latching position by a spring 2d. This latch is adapted to engage the projecting end or nose of the l'ever il and hold the lever against swinging in one direction. The opposite end of the lever l? is connected to the forward end of a rod il arranged parallel with the longitudinal. axis of the coupler and slidab-le through a transverse web 22 formed integral with the drawbar. Surrounding the rod 2 i, in rear of the web 22, is a strong compression spring Ell w ich bears at one end against the web and at the other end against a washer 25 positioned in front of a nut 2li screwed on to the rear end of the rod. The parts are so proportioned that when the free end of the lever Il' is engaged by the catch i9, the spring 2t is under considerable compression. Consequently, when the catch is released, the spring expands and turns the lever in the clockwise direction, as viewed in Figs. 3 and 5. This movement of the lever causes the rod i5 to move lengthwise in the forward directionand the eccentrics in the coupler head to be rotated in the counter-clockwise direction, as Viewed in Fig. 6. In other words, when the lever Il `is released by the latch and is otherwise free to do so, it shifts the bearings for the coupler link in a direction to draw the link back into the coupler head. Thus, after a coupling has been eected, the springs on the two cooperating couplers may act on the links in a manner to hold the coupler heads pressed'tightly against each other.

The lever l?, as best shown in Figs. 8 and. 9, has a third arm at a considerable distance from and directly below the outer arm to which the rod 2i is attached. On the side of the drawbar a short distance behind the lever arm 2l, is a cylinder 28 whose axis is parallel with the longitudinal axis of the coupler. A piston rod or plunger ill extends through the front end of this cylinder in the plane of the lever arm 2l and behind the outer end of the latter. When air is admitted into the rear end of this cylinder, the plunger is forced out, engages with the lever arm lhand causes the lever il to be swung in the counter-clockwise direction, as Viewed in Figs. 3 and 5.

rIhe rod iii extends rearwardly over the top of the coupler and drawbar, and is connected at its rear end to the inner end of a lever Sii pivotally supported about midway between its ends by a vertical pin 3l on the opposite side of the drawbar from that at which the pivot pin for the lever il is located. The outer end of the lever 3@ lies in the path of a plunger' 33 projecting through the front end of a cylinder .34 xed to the side of the drawbar behind the lever 30. Vlhen air is admitted into the rear end of the cylinder 3d, the plunger moves forward, turning the lever` in the clockwise direction, as viewed in Figs. l and 3, and causingT the rod it to be drawn rearwardly and the unlocking block or cam iii to be turned in the clockwise direction, as viewed in Fig. 6; the two links in interlocked couplers being thus spread apart so as to leave the couplers free to separate by relative longitudinal movements.

There is a third pneumatic cylinder 35 fastened to the side of the drawbar directly in front of the latch l. This cylinder has a plunger -35 projecting through the rear end thereof. Consequently, when air is admitted into the front end of this cylinder, its plunger is driven rearwardly and shifts the latch into release position.

In making a coupling, two cars are simply brought together and the hooked links in the meeting couplers interlock, but still leave some lost motion in the longitudinal direction between the two couplers. Then, upon turning air into the cylinders 35, the latches l@ are tripped and the springs 213 are left free to turn the eccentrics in their respective coupler heads and take up the lost motion or slack between the heads. When it is desired to uncouple, the rst step must be to turn the eccentrics back and relieve the pressure between the hooks on the interlocked links, and then the unlocking blocks or cams may be turned to spread the links apart. The first of these two steps is eifected by admitting air into the rear end of the cylinder 28 and the second by admitting air into the cylinder 34. In order to insure that upon the manipulation of a single master valve the cylinder Sei will not be energized until after the plunger in the cylinder 28 has done its work, I cause the movable member in the cylinder 28 to control the admission of air to the cylinder 3E, so that air cannot be admitted to the latter cylinder until after the plunger 29 has completed, or substantially completed, a working stroke. To accomplish this I have secured on the front end of the cylinder 23 a valve device housed in a casing 3l. The details of this valve device are best shown in Fig. l0. Referring to this figure, it will be seen that the interior of the casing 31 is divided into two chambers 38 and 39 arranged one in front of the other and separated by a partition d. In the forward chamber 38 is a valve 4l provided with a stem l2 that extends through the partition ll, the chamber 39, and the rear wall of the valve casing. A spring M, arranged in the chamber 38 and bearing against the valve 4l, tends constantly to hold this valve closed. Slidably mounted in the front wall of the cylinder 28 is a little plunger i5 aligned with the valve stem l2 and movable rearwardly far enough to stand clear of the rear end of the valve stern. The plunger 29 is xed at its rear end to a piston i6 within the cylinder 28. The member 45 is long enough so that just before the piston reaches the forward end of a stroke, the piston strikes the member 45 and drives it forward against the rear end of the valve stem 42, thereby unseating the valve and permitting air to ow from the chamber 39 into the chamber 38. As will be hereinafter explained, the air for energizing the cylinder 34 must pass through this valve device, and therefore cannot reach that cylinder until the plunger in the cylinder 28 has done its work.

As shown in Figs. l and 2, there is mounted underneath the coupler head any usual or suitable electric coupler 4l provided with means for coupling together the air lines other than the main brake and reservoir lines.

In Fig. 1i there is illustrated the pneumatic control system at one end of a car, including the controlling means for one car coupler. `In this diagram 48 and 49 represent respectively the usual reservoir and brake lines. The reservoir line contains a shut-off valve 59, and the brake line contains a similar valve l. Associated with these valves are a cylinder 53, the energization of which causes the valves to open, and a cylinder 54 for closing the valves. The usual or any suitable electric switch 55 has associated therewith cylinders 56 and 5l, the iirst of which `causes the switch to close and the other of which causes the switch to open. There is a main controlling valve 53 located within reach of the motorman or driver of a car or train, this valve having three positions, one of which is the neutral position illustrated, while the other two positions are respectively toward the right and toward the left from the neutral position. Air is taken by the valve 58 from the reservoir line ahead of the valve 50, so that the admission of air to the controlling Valve does not depend upon whether the valve 59 is open or closed. When the handle of the valve 58 is swung toward the left, as viewed in Fig. Il, air is admitted into the cylinder 53 through a pipe 59, causing the valves 59 and 5I to open. Air also flows through the pipe 59 to the cylinder 56, causing the main switch to close. The pipe 59 is connected to the pipe 69 which leads to a pair of air line connections El and S2 on the electric coupler. A branch pipe 64 leads from that part of the pipe Gii near the coupler head to the rear end of the latch-tripping cylinder 35. Therefore, when the operator swings the handle of the master switch toward the left after two cars have been brought together, air may flow in the usual way from one car to the other through the reservoir and brake lines, the meeting terminals in the electric coupler are energized through the closing of the main switch, and the latches that hold the links in the two couplers in their forward or extended positions, are tripped, thereby permitting the springs 24 on the two couplers to draw their links back into their respective coupler heads and creates a tight lock. When the handle of the master switch is turned toward the right, air is admitted to the cylinders 54 and 5l, causing the main valves 5E! and 5I to close and the switch to be opened; the air ilowing to these cylinders through the pipe 65. A branch pipe 66 leads from pipe 65 to the air and electric coupler where it terminates in a pair of air line connections 5l and BB. It will be understood that when the two pairs of air line connections on the electric coupler are engaged with the corresponding devices on a companion coupler, the control air lines 60 and 66 become train lines, so that the operation of the master valve in either car causes the same things to be done on both cars.

From the pipe 65 there is a branch pipe 69 leading to the rear end of the cylinder 28. A

second branch pipe 'i0 leads into the chamber 39 in the valve device on the iront end of the cylinder 28. A pipe ll leads from the chamber 38 in said valve device to the rear end of the cylinder 34. Consequently, when air is admitted into the pipe B6, the cylinder 23 is energized so as to cause the lever l1 to be turned against the resistance of the spring 24 an'd the eccentrics in the coupler head to be turned so as to shift the link forwardly. At this time the cylinder 35 is deenergized, so that the latch I9 is in position to engage with the free end oi the lever il and hold it until the cylinder 35 is again energized and the latch tripped. It is only after the eccentrics have been turned that air is permitted to flow through the valve device 3l to the cylinder 34; but, when that occurs, the uncoupling block or cam is turned to spread the links apart.

It is sometimes necessary for a workman on the ground to uncouple cars. As shown in Figs. 1 and 2, I have provided means to accomplish this. I have mounted on the top of the drawbar behind the rear end of the rod 2l a transverse lever 13 mounted between its ends on a vertical pin 14. One end of this lever is adapted to engage with the rear end of the rod 2 l. Connected to the other end of this lever is a chain 'l5 which passesover.l

a pulley 'IB on the under side of an anchor casting 'El' for the rear end of the drawbar, and then out to the side of the car where it isprovided with a handle 73. Upon pulling on this handle, the rod 2l is pushed forward, causing the eccentrics in the coupler head to be turned into the release position. Then, upon pulling on a second handle 19, the two links in the cooperating coupler heads are spread apart; the handle I9 being connected to a chain which passes around a second pulley 8l on the under side of the anchor casting and is connected to the same end of the lever 39 as is the rod IS.

While I have illustrated and described with particularity only a single preferred form oi my invention, I do not desire to be limited to the exact structural details thus illustrated and described; but intend to cover all forms and ar" rangements which come within the definitions of my invention constituting the appended claims.

I claim:

l.. In combination, a car coupler head, a link arranged in the head and having a hooked end projecting from the front end of the latter, bearings mounted in the head above and below the inner end of the link for rotation about a common vertical axis, journals extending from the rear end of the link into said bearings and rotatable therein about an axis parallel to and spaced apart from the aforesaid axis, means to swing the link about the axis of its journals, and means to exert a constant holding pressure to turn said bearings.

2. In a tight-lock coupler, a coupler head, a link in the head for cooperating with the link in a companion head to draw the two heads together, means including a lever for shifting said link lengthwise, a spring tending constantly to swing said lever in a direction to draw the link backward into the head, a latch to hold the lever in the position corresponding to the forward position of the link, and a uid-pressure responsive actuator for tripping said catch.

3. In a tight-lock coupler, a coupler head, a link in the for cooperating with the link in a companion head to draw the two heads together, means including a lever for shifting said link lengthwise, a spring tending constantly to swing said lever in a direction to draw the link backward into the head, a yfluid-pressure responsive device for swinging the lever in the opposite direction and moving the link into its forward position, a latch to hold the lever in the position corresponding to the forward position of the link, and a fluid-pressure responsive actuator for tripping said catch.

4. In a tight-lock coupler, a coupler head, a link in the head for cooperating with the link in a companion head to draw the two heads together, means including a lever for shifting said link lengthwise, a spring tending constantly to swing said lever in a direction to draw the link backward into the head, a fluid-pressure responsive device for swinging the lever in the opposite direction and moving the link into `its forward position, a latch to hold the lever inthe position corresponding to the forward position of the link, a fluidpressure responsive actuator for tripping said catch, a master valve having two working positions and a neutral position, and means controlled by said valve to energize one of said devices in one working position of the valve and the other device in the other working position of the valve.

5. In combination, a car coupler head, a link arranged in the head and projecting therefrom lfor cooperation with a similar link on a companion coupler to effect a coupling, bearings mounted in the head for rotation about a vertical axis, a hinge pin for said link journalled in said bearings with its axis parallel to and spaced apart from the aforesaidaxis, means to swing said link about the axis of its hinge pin, means to turn said bearings, and an interlock between said means to limit the operations thereof to operations of one following an operation of the other.

6. In a tight-lock coupler, a coupler head, a

v link in the head for cooperating with the link in a companion head to draw the two heads together, means'including a member for shifting said link lengthwise, a spring tending constantly to move said member in one direction, a duid-pressure responsive device for moving said member in the opposite direction, a fluid-pressure responsive device for swinging the link in uncoupling, and a controller for the last-mentioned fluid-pressure responsive device actuated by the first of said devices.

7. In a tight-lock coupler, a coupler head, a link in the head for cooperating with the link in a companion head to draw the two heads together, means including a lever for shifting said link lengthwise, a spring tending constantly to swing said lever in one direction, a fluid-pressure responsive device for swinging the lever in the opposit direction, means including a fluid-pressureresponsive device for swinging the link in uncoupling, and means operated by the rst of said devices to control the energization of the second of said devices.

HERBERT EY VAN DORN. 

